Autonomous vehicles and methods of zone driving

ABSTRACT

Autonomous vehicles are capable of executing missions that abide by on-street rules or regulations, while also being able to seamlessly transition to and from “zones,” including off-street zones, with their our set(s) of rules or regulations. An on-board memory stores roadgraph information. An on-board computer is operative to execute commanded driving missions using the roadgraph information, including missions with one or more zones, each zone being defined by a sub-roadgraph with its own set of zone-specific driving rules and parameters. A mission may be coordinated with one or more payload operations, including zone with “free drive paths” as in a warehouse facility with loading and unloading zones to pick up payloads and place them down, or zone staging or entry points to one or more points of payload acquisition or placement. The vehicle may be a warehousing vehicle such as a forklift.

REFERENCE TO RELATED APPLICATIONS

This Application claims priority to U.S. Provisional Patent ApplicationSer. No. 62/419,308, filed Nov. 8, 2016, the entire content of which isincorporated herein by reference.

FIELD OF THE INVENTION

This invention relates generally to golfing and, to a golf tee with astructure for consistent in-ground placement height.

BACKGROUND OF THE INVENTION

A road map or, alternatively, a roadgraph, is a graph network ofinformation including roads, lanes, intersections, and the connectionsbetween these features. A roadgraph also typically includes a set ofprescribed driving rules (speed limits, lane or road width defaults,whether turn right on red is allowed or disallowed, driving on the leftor right hand sides of the roads, etc.) The roadgraph may also includeone or more zones defined as areas, typically defined as a boundedpolygonal area, that embody alternative driving conventions within thatzone that differ from the rules defined for the roadgraph within whichthe zone is defined. One example is an automated tactical, or outdoor,forklift truck where, from work area to work area, the truck operatesdriving missions over roadways and follows normal driving rules, but atpoints of load pick-up or put-down, may enter a zone where alternativedriving rules can be applied (for instance the truck may drive from anypoint to any other point without regards to lanes or right/left handpassing rules as long as no person, other vehicle, or obstacles isplaced into danger of collision).

Autonomous vehicles basically traverse roadgraphs by finding and takingpaths through the roadgraph from the vehicle's current location to adesignated endpoint. As the graph is traversed, vehicle drive logicgenerates waypoints typically expressed as GPS coordinates (latitudesand longitudes) or some other equivalent location coordinates (forinstance in Universal Transverse Mercator coordinates express locationsas meters from an origin point). Then the vehicle drives these points,with possible small path variations to avoid obstacles, to get to thedesignated endpoint (or sometimes this might be called a checkpoint).

Associated with the roadgraph there may be global driving rules andparameters. In the rules of the road for the DARPA Urban Challenge[DARPA 2007 Rules] derived from California driving rules of the road,these rules included:

-   -   Rules for passing cars stopped on the road    -   Rules for intersection precedence (stopping and yielding to        cross traffic)    -   Rules prohibiting passing within a specified distance from        intersections    -   Maximum Speed limits

Associated with waypoints (or checkpoints) in the roadgraph there mightbe specific driving rules or behaviors that are invoked as the point isapproached or as it is passed. In the rules of the road for the DARPA2007 Rules, these included:

-   -   Stopping at a stop point—also anticipating other driver        behaviors at stop points in other lanes connected in the graph        to this stop point (i.e. collectively defining an intersection        and its specific intersection behavior)    -   Changing speed based on speed limits defined on a particular        segment of road in the graph (i.e. limits higher or lower that        the default maximum speed limit for the roadgraph)    -   Changes in authority to deviate from the planned path for        obstacle avoidance dependent on specified lane widths for a        particular road segment within the roadgraph    -   Lane change rules for the road segment (i.e. expressed to human        drivers as yellow solid lines of white solid lines that are        there to prevent lane changes)

Other rules could include whether turn right on red is allowed, whetherU-turns are allowed, lane closures, special occupancy lanes (i.e.multiple occupancy lanes and perhaps in the future, autonomous vehiclelanes).

FIG. 1 shows how the DARPA roadgraph is defined [DARPA 2007 RouteNetwork File (RNDF) and Mission Data File (MDF) Formats]. Most of thegraph links the roadgraph to a series of road segments. These roadsegments are named, potentially have a unique speed limit, and defineeach lane along the road segment. The lanes are defined as a series ofwaypoints in GPS coordinates (but alternatively in another locationdefining form like UTM). Associated with each of these points can bedriving rule properties like those already described. Furthermore someof the waypoints can also be defined a checkpoints that can be specifiedas destination locations.

Other map representations use similar encoding approaches. Ex: GoogleMaps codes points as KML [KeyHole Markup Language] which uses polylinesto encode paths made up of compressed waypoint coding latitude,longitude and altitude. Then various properties are associated withthese segments like speed limit, place names, etc. Ex: TIGER,Topologically Integrated Geographic Encoding and Referencing, wasdeveloped by the US Census Bureau and encodes path data as lines andpolygons made up of latitude and longitude waypoints. Other propertiesare included as data blocks referencing locations or areas—how oneencodes this data in a software application is left to the developer.

Note that one of the features of the DARPA graph is the definition of azone. The idea of the DARPA zone is an area where the automated vehicleis free to drive from any zone entry point to any checkpoint defined inthe zone or to a designated exit point from the zone through any path(usually the shorted path) that is free of obstacles. The DARPA zonemodels driving off road over an area of rugged terrain, but it are alsoan ideal representation for:

-   -   Parking areas    -   Intersections (based on intersection precedence the automated        vehicle will enter the intersection expecting all other drivers        to respect their own yielding protocol so that should not be any        other vehicle or pedestrian in the intersection that would        interfere with the autonomous vehicle, however, as we all know        some people violate these precedence rules creating the possible        situation in the intersection where vehicles have to maneuver        around each other and pedestrians or stop so as not to collide        with them—this is the basic zone driving behavior, take any path        out of the zone that does not collide with another vehicle,        pedestrian, or obstacle).    -   Construction zones (using barriers that are set-up as obstacles        to guide traffic around work areas)

In U.S. Pat. No. 8,509,982, the entire content of which is incorporatedherein by reference, the concept of a zone is defined as locations wherediving is challenging such as merges, construction zones, or otherobstacles where the automated driving system is not capable. Thisexample is that in a zone, driving rules might require the autonomousvehicle to alert the driver that the vehicle is approaching the zone sothat the driver can take control of steering, acceleration, etc. Inanother example they suggest that entering a zone might be associatedwith an automatic broadcast from the vehicle to others in thesurrounding area signaling an unsafe condition.

SUMMARY OF THE INVENTION

The present invention relates to autonomous vehicles, with onedistinction being that vehicles configured in accordance with theinvention are capable of executing missions that abide by on-streetrules or regulations, while also being able to seamlessly transition toand from “zones,” including off-street zones, with their our set(s) ofrules or regulations.

A driverless vehicle according to the invention includes a frame,platform or chassis with a powertrain driving a set of wheels, andfurther including steering and braking systems. An on-board memorystores roadgraph information, including driving rules and parametersassociated with a coordinate system. A localization system determine thelocation of the vehicle relative to the roadgraph coordinate system, andan obstacle detection system is used to avoid structures external to thevehicle along the driving path.

An on-board computer, interfaced to the powertrain, and steering andbraking subsystems is operative to execute commanded driving missionsusing the roadgraph information, taking advantage of the localizationand obstacle detection systems. In accordance with the invention, thevehicle is further operative to execute missions including one or morezones, each zone being defined by a sub-roadgraph with its own set ofzone-specific driving rules and parameters.

A mission may be coordinated with one or more payload operations,including zone with “free drive paths” as in a warehouse facility. Asexamples, a mission may include loading and unloading zones to pick uppayloads and place them down; or a mission may take the vehicle fromzone staging or entry points to one or more points of payloadacquisition or placement. One or more roadgraphs may be embedded withina zone, thereby inheriting the driving rules and parameters specific tothat zone.

The vehicle localization system may include GPS for latitude andlongitude localization and visual sensing of environmental structuresexternal to the vehicle, and may additionally include barcode locationmarkers for localization overwatch indoors. The vehicle may be awarehousing vehicle such as a forklift.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows how the DARPA roadgraph is defined [DARPA 2007 RouteNetwork File (RNDF) and Mission Data File (MDF) Formats];

FIG. 2 illustrates an alternative example of using the zone to changedriving rules;

FIG. 3 depicts how the driverless roadgraph approach is typical of otherDARPA Urban Challenge derived driverless vehicle control systems;

FIG. 4 illustrates how simple drive missions are typically described asa set of destination or checkpoints that the automated vehicle has tovisit in the prescribed order;

FIG. 5 shows the plan used by one loader to enter the yard (Zone 1through Checkpoint 1), find a load on the input side (Checkpoint 6),acquire a pallet, and move this pallet to the output side (Checkpoint4). Then a second loader enters the yard from a different zone entrypoint (Checkpoint 3), finds and acquires a pallet from the output side(at Checkpoint 5), and takes the load to the left hand end of missionpoint (Checkpoint 7);

FIG. 6 shows how each warehouse of a multi-warehouse facility may be asubmap of a larger map that encodes the streets interconnecting thewarehouses; and

FIG. 7 is a schematic block diagram of a vehicle to which this inventionis applicable.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Our definition of zone semantic is logically identical to that used byDARPA in its roadgraph definition and seems similar to that described byGoogle also. However, while DARPA defines a zone as an open free drivingarea and Google defines it as a “dangerous” area that might requirepassing of drive control back to the human operator, we defined the zoneas a new sub roadgraph possibly with its own set of zone specificdriving rules and parameters.

This more general definition encompasses the earlier forms cited.However, the definition is motivated by autonomous vehicles liketactical forklifts that move loads over short roadway segment thatrequire obedience to regular road driving rules, but also free drivewithin loading and unloading zones to pick up payloads and place themdown. Within these open drive zones, obstacles have to be detected andnavigated around, while driving paths generated to take the vehicle fromzone staging or entry points to point of payload acquisition orplacement. Furthermore, in-zone operations to place the vehicle inlocations must be coordinated with other payload operations like movingsensors into proper line of sight with payloads (i.e. positioning of thetruck, its sensors, and its appendages to line up properly with respectto payloads), payload pick-up and put-down manipulations by forks orother manipulation appendages, and management of load centers of mass.

Another example of using the zone to change driving rules is shown inFIG. 2. In England, vehicles operate with the left hand lane rule whilein Holland they operate on the right hand rule. One way to use zones isto call England a Zone of type Left and the European continent a zone oftype Right. Most of the basic driving rules will be similar for eachzone encompassed area but will be coded for left or right handed drivingpreferences respectively. This, then, identifies another property of thegeneralized zone. Roadgraphs can be embedded within a zone, inheritingthe zone's defined default driving rules and properties. This includesembedding of smaller area zones as part of a roadgraph within the largerzone.

As shown in FIG. 3, the driverless roadgraph approach is typical ofother DARPA Urban Challenge derived driverless vehicle control systems.It is built on four elements. The first is the vehicle localizationsystem that always knows where the vehicle is relative to the roadgraphcoordinate system to some minimum positional error. In our systems, thisis accomplished by using what we call position different sensors (wheelencoders that count wheel revolutions, inertial sensor that measuregyroscoping and translational accelerations of the vehicle, which whenintegrated provide an estimate of orientation and location change, andmagnetic compass which measures magnetic north) to provide immediatelocation change measurements combined with overwatch sensors (GPSmeasurements, visual landmarks fixed to known locations on the groundthat can be detected through video or laser radar sensors) bounding thelocation error derived by integrating the difference sensors over time.

Driverless vehicles often depend heavily upon GPS overwatch for locationdetection, even to the accuracy needed for road lane keeping. Automatedloaders and carriers also often employ visual sensors (video or laserradar sensors) to find and localize to visual landmarks because thesesensor are also necessary to find loads that are located at anapproximate location (i.e., pallets might not be placed exactly at thedesignated location, but only approximately there and they then have tobe found so as to be acquired for transport using visual sensors).

In our systems, we employ both GPS for latitude and longitudelocalization, and overwatch out-of-doors and visual sensing of featureslike doorways, walls, hallways, and specifically constructed barcodelocation markers for localization overwatch indoors.

The second element of the DARPA Urban Challenge derived driverlessvehicle control system is the obstacle detection, which determines howfar a vehicle can move in its intended driving direction withoutcolliding with another vehicle, pedestrian or obstruction. Obstructionsof any kind are objects that may be stationary or moving that interceptthe vehicle's planned driving path at a future time and are large enoughor deep enough to cause damage to either the vehicle or the obstacle.The size restrictions set for size are determined so as to not hurt ordestroy a obstacle over a certain size (i.e., usually set not to hurtpeople) and not hurt the vehicle (set by vehicle and wheel size ascompared to the obstacle). Some systems apply special algorithms tofurther characterize objects as pedestrians or specific vehicles, butthis at the current state-of-the-art is less reliable thanclassification by location, movement, and size.

The third element of the DARPA Urban Challenge derived driverlessvehicle control system includes driving controls providing automatedcontrol over the key driving functions including steering, acceleration,braking, engine controls, and other signaling (like brake lights andturn signals). In modern vehicles this is often easily done by accessingvehicle internal control buses (for instance, CAN). On older andspecialized vehicles (for instance for many loader and unloader typevehicles) it may be necessary to refit with motors, linkages, andcontrollers to allow automatic control actuation. These controls will beusually controlled through an interconnection bus like CAN, but can alsobe directly controlled through other means including digital to analogand analog to digital interfaces.

The final element of the DARPA Urban Challenge derived driverlessvehicle control system connects the roadgraph information base (roadsegments, lanes, waypoints, checkpoints, intersections, traffic flowrules like stops and speed limits, etc.) to commanded driving missionsto be executed by the automated vehicle. Simple drive missions aretypically described as a set of destination or checkpoints that theautomated vehicle has to visit in the prescribed order (See, forexample, FIG. 4). From any starting point, the vehicle invokes a plannerthat searches through the roadgraph for paths (which minimize somecriteria like time, distance, paths preferred over particular roadtypes, etc.) that get to the next checkpoint in list order. These pathsare selected segments from the roadgraph assembled in the order to bedriven. The planner then passes these plans to a driver module thatexecutes them.

The driver module passes waypoints along the path to the next pointdriver. The next point driver makes smooth driving paths to the nextpoint while observing potential obstacles. The precise smooth path tothe next point is modified to the left or right so as to avoid potentialcollisions and if these collisions cannot be avoided, slows andeventually stops the vehicle prior to collision. Alternatively using auser interface that alerts the human driver can call for driving controlto be passed from the automated system to the human driver (this onlyworks for vehicles that have a human driver on-board—for a fullyautomated driverless system the equivalent is to slow and stop and passcontrol to a remotely located human or machine overseer who will take acorrective action including sending out a repair and maintenance crew,taking control of the remote vehicle by teleoperation, or safeing thestopped vehicle is some other way).

As described before, roadgraphs can include zones. Zones are defined asareas with specified entry and exit locations that connect to otherparts of the roadgraph. In an automatic loader machine like anearthmover, a material handling forktruck, a container handler, etc., azone will typically include a change of driving rules that allow freesmooth movement between any points in the zone as long collision areavoided and designated locations and tasks to be accomplished areperformed at these locations. Therefore a loading machine missionintersperses checkpoints with operations of procedures to be performedby payload handling systems at these checkpoints. Furthermore the smoothpath planners, the driving module, and the next point drivers may bedifferent from highway roadgraph systems as well. Essentially, the zoneencapsulates a new alternative set of path definitions, RNDFs, drivingrules, missions, etc., a new driving environment which is entered fromthe old and when complete returns back to the old environment.

FIG. 5 shows the plan used by one loader to enter the yard (Zone 1through Checkpoint 1), find a load on the input side (Checkpoint 6),acquire a pallet, and move this pallet to the output side (Checkpoint4). Then a second loader enters the yard from a different zone entrypoint (Checkpoint 3), finds and acquires a pallet from the output side(at Checkpoint 5), and takes the load to the left hand end of missionpoint (Checkpoint 7). Recoding these missions under assumption that eachzone encodes an alternative driving environment they would look like:

Mission (First Truck): Mission (Second Truck): Checkpoint 1: Zone 1mission 1 Checkpoint 3: Zone 1 Mission 2 Checkpoint 8 Checkpoint 7 EndEnd Zone 1 Mission 1: Zone 1 Mission 2 Checkpoint 1; Start Checkpoint 3;Start Checkpoint 6: Pallet Engagement Checkpoint 5: Pallet EngagementCheckpoint 4: Pallet Disengagement Checkpoint 3; End Checkpoint 1; EndEnd

FIG. 6 shows how our expanded definition of zone supporting drivingenvironments hierarchies might be used to separate different drivingenvironment, each defined by an embedded RNDF map the road systemsembedded within each zone. As an example, FIG. 6 shows how eachwarehouse of a multi-warehouse facility might be a submap of a largermap that encodes the streets interconnecting the warehouses. As anotherexample, driving in the UK and France could be encoded as a world mapthat embedded the maps of France and the UK as zones, each embeddingcountry specific maps [FIG. 2]. U.S. Pat. No. 8,509,982 describes howthe zone idea might be incorporated into marking of hazardous areaswhere a human driver should assume vehicle control. [DARPA 2007 Rules]shows how zone can be incorporated to mark areas where free drivingrules should supersede or take over from normal highway roadgraphderiving rules.

This description of a hierarchy of maps and objects and properties ofobjects within them has been diagrammed in the figures as hierarchyreadily encoded in software by tree structures or graph structures.However it is equivalent to other software encodings including decisiontrees, data tables and databases which associate properties to objects,lists, arrays, or any other encoding means that support cyclic graphsand traversal of same, support hierarchical abstracts or trees, andmeans to associate descriptive properties to objects or nodes in thesegraphs or trees.

FIG. 7 is a schematic block diagram of a vehicle to which this inventionis applicable, in this case a forklift of the kind used for warehousingoperations. The vehicle includes a chassis, frame or platform 702including an engine/powertrain 706 driving wheels 704. On-board computer710 interfaces to memory 712 storing roadgraphs, mission instructionsand other information. Computer 710 controls engine/powertrain 706 andsteering 708 using information gathered from localization system 714 andcollision avoidance system 716,

CITED REFERENCES

-   DARPA 2007 Rules,    http://www.grandchallenge.org/grandchallenge/rules.html, and    http://archive.darpa.mil/grandchallenge/docs/Urban_Challenge_Rules_102707.pdf-   DARPA 2007 Route Network File (RNDF) and Mission Data File (MDF)    Formats,    http://www.grandchallenge.org/grandchallenge/docs/RNDF_MDF_Formats_031407.pdf,    and    http://archive.darpa.mil/grandchallenge/docs/RNDF_MDF_Formats_031407.pdf-   U.S. Pat. No. 8,509,982, Zone Driving, M. Montemerlo, D. Dolgov, C.    Urmson Keyhole Markup Language, KML Documentation,    https://en.wikipedia.org/wiki/Keyhole_Markup_Language-   TIGER Products, Topologically Integrated Geographic Encoding and    Referencing, http://www.census.gov/geo/maps-data/data/tiger.html

The invention claimed is:
 1. An autonomous vehicle, comprising: apowertrain driving a set of wheels, and further including steering andbraking systems; a memory for storing roadgraph information includingdriving rules and parameters associated with a roadgraph coordinatesystem; a localization system operative to determine the location of thevehicle is relative to the roadgraph coordinate system; an obstacledetection system; an on-board computer interfaced to the powertrain, andsteering and braking subsystems to execute commanded driving missionsusing the roadgraph information and localization and obstacle detectionsystems; each mission being defined by a set of destinations orcheckpoints that the vehicle is scheduled to visit; and wherein theon-board computer is further operative to execute a mission commandingthe autonomous vehicle to visit destinations or checkpoints in aplurality of zones, each zone being defined by a sub-roadgraph with itsown set of zone-specific driving rules and parameters.
 2. The autonomousvehicle of claim 1, wherein the roadgraph information is associated withon-street driving, and each zone is associated with off-street driving.3. The autonomous vehicle of claim 1, including a mission coordinatedwith one or more payload operations.
 4. The autonomous vehicle of claim1, including a zone with free drive paths.
 5. The autonomous vehicle ofclaim 1, including a mission with loading and unloading zones to pick uppayloads and place them down.
 6. The autonomous vehicle of claim 1,including a mission that takes the vehicle from zone staging or entrypoints to one or more points of payload acquisition or placement.
 7. Theautonomous vehicle of claim 1, wherein one or more roadgraphs areembedded within a zone, thereby inheriting the driving rules andparameters specific to that zone.
 8. The autonomous vehicle of claim 1,wherein the localization system includes GPS for latitude and longitudelocalization and visual sensing of environmental structures external tothe vehicle.
 9. The autonomous vehicle of claim 1, wherein thelocalization system includes barcode location markers or othermachine-readable codes for indoor localization.
 10. The autonomousvehicle of claim 1, including zones that define driving hierarchies usedto separate different driving environments, each defined by an embeddedRoute Network Data File (RNDF) map the road systems embedded within eachzone.
 11. The autonomous vehicle of claim 1, wherein the vehicle is awarehousing vehicle.
 12. The autonomous vehicle of claim 1, wherein thevehicle is a forklift.
 13. A method of maneuvering an autonomousvehicle, comprising the steps of: receiving a mission including one ormore destinations or checkpoints defined by a roadgraph; wherein themission traverses a plurality of zones; wherein the mission includes aset of destinations or checkpoints that the vehicle is scheduled tovisit in each zone; and wherein each zone includes a unique set of rulesand parameters that define how the autonomous vehicle is to drive withinthat zone.
 14. The method of claim 13, including a zone with a pathhaving one or more waypoints associated with a destination.
 15. Themethod of claim 14, including the step of performing a particularoperation at each waypoint.
 16. The method of claim 15, wherein theoperation includes: the execution of a payload-specific sensor ormanipulation operation; or entry or exit of sub-zones or sub-roadgraphswith associated new rule or parameter sets that modify or replace thedefault rule or parameter sets.
 17. The method of claim 13, wherein oneor more roadgraphs are embedded within a zone, thereby inheriting thedriving rules and parameters specific to that zone.
 18. The method ofclaim 13, wherein the vehicle is a warehousing vehicle.
 19. The methodof claim 13, wherein the vehicle is a forklift.